Airplane design(Aerodynamic) Prof. E.G.

Tulapurkara
Chapter-9

Chapter 9
Cross-checks on design of tail surfaces - 4
Lecture 37
Topics
Example 9.1 (part II)

Example 9.1 (part II)

As mentioned at the beginning of example 9.1 (part I), the subdivisions part I and
part II are for convenience. Part II considers the contributions of nacelle power
and horizontal tail and the analysis of longitudinal static stability and control.
(IV) Contributions of nacelle and power
The contribution of nacelle is generally neglected.
The value of ( Cmo )p is taken as zero. Exact estimation of ( Cmα )p is difficult.

Reference 1.18, chapter 16 gives the following guidelines.

For propeller driven airplanes:
 dC 
Δ  m  = 0.02 x (distance of propeller ahead of c.g. / c w )
 dCL p

 dC 
Or  ΔCmα p = Δ  m  ×CLα
 dCL p
In the present case, from example 8.1, the location of propeller is 1.58 m ahead
of the leading edge of wing or 1.58 + 0.811 = 2.391 m ahead of c.g. Hence,
2.391
 ΔCmα p = 0.02× ×6.387 = 0.133 rad-1
2.295

Dept. of Aerospace Engg., Indian Institute of Technology, Madras 1

Airplane design(Aerodynamic) Prof. E.G. Tulapurkara
Chapter-9
(V) Contribution of h.tail

 Cmαt  stick-fixed = -VH ηCLαt  1-

dε 

 dα 
= -1.1×1×4.515 1- 0.307 
= - 3.444 rad-1
CLδe
Cmδ = - VH ηCLαt  ,  =
CLαt

From Fig.2.32 of Ref.3.1, for Se /St = 0.35 , the value of  is 0.58.

Hence, Cmδ = - 1.1 x 1 x 4.515 x 0.58 = - 2.881 rad-1

Cmot = - VH ηCLαt (it - ε 0 )

= -1.1×1×4.515×
 it -1.44 
57.3
= - 0.0867  it -1.44 

Note : The value of it is obtained in the next step

(VI) Estimation of incidence of h.tail (it)
Subsection 6.3.5 deals with horizontal tail incidence (it). This angle is chosen
such that during the cruise, the lift required from tail, to make the airplane
pitching moment zero, is produced without elevator deflection.
To obtain it , the value of Cmcg in set to zero with: (a) V = Vcr , h = hcr or CL = CLcr

and (b) c.g. location as with design gross weight i.e. x cg / c  = 0.25 in the

present case.
Cmcg =  Cmo  w +Cmαw α+  Cmo f +Cmαf α

+  Cmo np +  Cmα np α+  Cmo t +  Cmα t α

Substituting various values

x x   x cg x ac 
Cmcg = - 0.07 + 0.475  cg - ac  +CLαw  - 
 c c   c c 

- 0.029 + 1.604 α + 0.133 α - 0.0867  it - 1.44 +  tab δ t 

- 3.44 α + 2.881 δe (9.47)

Noting that :(a) the wing is set such that in cruise α = 0 (b) in cruise δe = 0

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Airplane design(Aerodynamic) Prof. E.G. Tulapurkara
Chapter-9
and tab deflection ( δ t ) is also zero, Eq.(9.47) becomes :

0 = - 0.07 + 0 + 0 – 0.029 + 0 + 0
- 0.0867 (it – 1.44) + 0 + 0
Or it = 0.3o
The value of it obtained is realistic. However, in view of the approximations made
at various stages of calculations, a value of it = 0 can be taken at this stage of
preliminary design. The final value of it would be obtained after wind tunnel tests
on a model of the proposed airplane or after performing CFD calculations.
(VII) Stick-fixed neutral point (xNP)
From Eq.(9.28):
xNP x ac 1   dε  
= -  Cmα f,n,p - VH ηCLαt  1- 
c c CLαw   dα  
Substituting various values yields:
xNP 1
= 0.25 - 1.604 +0.133 - 3.441
c 5.793
0.25+0.294 = 0.544

 Cmα stick-fixed when c.g. is at 0.25 c is :

 Cmα stick-fixed c.g.at 0.25 c = 0+1.604+0.133 - 3.441 = -1.704 rad-1

(VIII) Stick-free neutral point ( xNP )

From Eq.(9.29)

xNP x ac 1   dε   Chαt  
= -  Cmα f,n,p - VH ηCLαt  1-   1   
c c CLαw   dα   Chδe  

To obtain xNP the values of Chαt and Chδe need to be known. The values of these
two quantities depend on the elevator area and the type of aerodynamic
balancing.for the elevator.
From example 6.2:
(a) Se/St = 0.35 and (b) the elevator has unshielded horn balance as shown in
Fig. E6.2a.

Dept. of Aerospace Engg., Indian Institute of Technology, Madras 3

Airplane design(Aerodynamic) Prof. E.G. Tulapurkara
Chapter-9
According to Ref.9.2, chapter 12, the values of Chαt and Ch e for a horn balance

depend on the ratio Mhorn / Mflap

where, Mhorn = Shorn × lhorn

Mflap = Sflap ×lf

The quantities Snorm, Sflap, lhorn and lf are shown in Fig.E 9.1e.

Fig. E9.1e Area and moment arms of flap and horn

From Fig.E6.2a the following values are estimated.

S flap = 3.152 m2

Shorn = 0.488 m2

lhorn = 0.3485 m

lf = 0.2115 m

Consequently,
Shorn  lhorn 0.488 ×0.3485
= = 0.255
Sflap  lf 3.152×0.2115

From Ref.9.2, chapter 12, the values of Chαt and Chδe are :

Chαt = -0.0025 and Chδe = -0.0075

Hence, from Eq.(9.19):

 Chαt 
 Cmαt stick-free =  Cmαt stick-fixed ×  1- 
 Chδe 

Dept. of Aerospace Engg., Indian Institute of Technology, Madras 4

Airplane design(Aerodynamic) Prof. E.G. Tulapurkara
Chapter-9

 0.0025 
 Cmαt stick-free =  3.441 1- 0.58×  = - 2.776
 0.0075 
When (xcg/ c ) is 0.25, from Eq.(9.25):
 Cmα stick-free = 0 + 1.604 + 0.133 – 2.776 = - 1.039
xNP 1
= 0.25 - 1.604 +0.133 - 2.776
c 5.793
= 0.429
Remark :
From example 8.1, the aft most c.g. location is at 0.407 c which is ahead of xNP .

Thus, the cross-check that aft most c.g. location is ahead of the neutral point
stick-free is satisfied.
If it is desired that  xNP / c  be at 0.407 + 0.05 i.e. 0.457, then the area of h.tail

would need to be suitably increased.

(IX) Elevator required during landing with c.g. at the foremost location
The foremost c.g. location is taken, from example 8.1, at 0.224 c .
To examine this case Eq.(9.32) is used.
The following additional quantities need to be obtained.
(a)  ΔCmax flap

(b) CLαWg , CLαtg under landing condition and with correction for proximity of

ground.
(c)  dε / dα  in proximity of ground

(d) angle of attack of airplane ( α ) during landing

(A)  ΔCmac flap

From example 4.11; it is known that a double slotted flap has been chosen for
the airplane under design.
From chapter 1-9 of Ref.1.5 :
Sf c f
 ΔCmac flap =  ΔCmac airfoil (9.49)
S c

Dept. of Aerospace Engg., Indian Institute of Technology, Madras 5

Airplane design(Aerodynamic) Prof. E.G. Tulapurkara
Chapter-9
where, Sf = area of wing which contains the flap
c f = mean aerodynamic chord of the wing which contains the flap
It is assumed that in landing configuration, the flap deflection is 40o. From
chapter 8 of Ref.5.1,  ΔCmac flap for this case is – 0.6.

From the wing planform in Fig.E5.1, the area of wing which contains the flap is
estimated as 39.65 m2.
The mean aerodynamic chord of wing which contains the flap is estimated as
2.691 m. Consequently, from Eq.(9.49) :
39.65 2.691
 ΔCmac flap = - 0.6× × = - 0.477
58.48 2.295
(B) Angle of attack ( α ) at landing
The angle of attack at landing is calculated at V = VTD, with landing taking place
at sea level,
VTD = Touch down velocity. VTD = 1.15 Vs
VS is calculated assuming CLmax = 3.0 (example 4.11)
CL at VTD is = CLTD = 3 / 1.152 = 2.268
Now, from Fig.5.5e, CLmax of the airfoil is 2.0. Hence,  ΔCLmax flap = 3 - 2 = 1

It may be pointed out that as the airplane comes into land, the flaps are deployed
to give CLmax but the angle of attack is such that lift coefficient is CLTD.
Hence, CL due to angle attack is 2.268 – 1 = 1.268
At this stage, CLαw is obtained at V = VTD and correction applied for proximity of
ground ; Wland is taken as W0 for simplicity.
2W 2×208757
VTD = = = 50.68 m/s
ρSCLTD 1.225×58.48×2.268

(C) Mach number at touch down (MTD) is :

MTD = 50.68/340.29 = 0.149

Hence, β = 1- 0.1492 = 0.989

2π×12
 CLαw M = M = = 5.369 rad-1 = 0.0937 deg-1
12 ×0.989  0.03454 
2 2 2
TD

2+ 4+  1+ 
1  0.9892 

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Airplane design(Aerodynamic) Prof. E.G. Tulapurkara
Chapter-9
Correction to CLαw for proximity of ground in obtained as follows.

From Fig.E 8.2, the height of wing above ground (dg) is 0.7 + 2.88 = 3.58 m
Hence, dg/(b/2) = 3.58 / (26.49/2) = 0.27
From Ref.4.7, chapter 5, for A = 12 and dg /(b/2) of 0.27,  CLαwg / CLαw  = 1.054

Hence, CLαWg = 1.054×0.0937 = 0.0987 deg-1 = 5.659 rad-1

1.268
Hence, αw at touchdown ; - 1.8 = 11.05o . Note: αoLw = -1.8o
0.0987
Angle of attack of airplane = α = αcr - iw = 11.05 – 2.9 = 8.15o
Slope of lift curve for h.tail at MTD :

2×π×5
 CLαt MT = = 4.27 / rad-1 = 0.0745 deg-1
5 ×0.989  0.0987 
2 2 2
2+ 4 +  1+ 
1  0.9892 

From Fig. E8.2 the h.tail is 8.18 m above the ground. The semispan (b/2) of tail is
3.725 m.
Hence, d / b12
g tail
= 8.18 / 3.725 = 2.20

From Ref.4.7, chapter 5, CLαtg / CLαt = 1.006

Hence, CLαtg = 1.006 x 4.27 = 4.3 rad-1 = 0.075 deg-1

Downwash in proximity of ground:

From Ref.1.5, chapter 1-9,
 dε   dε 
   0.5   ,and  ε 0 g  0.5 ε
 dα g  dα 

 dε 
Hence,   = 0.5 × 0.307 = 0.1535
 dα g

 ε 0 g = 0.5×1.44 = 0.72
Substituting various values in Eq.(9.32) yields ; note c.g. at 0.224 c and it = 0o,
δtab = 0

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Airplane design(Aerodynamic) Prof. E.G. Tulapurkara
Chapter-9

 2.9 +1.8  8.15

Cmcg = - 0.07 - 0.477 +5.659    0.224 - 0.25  +5.659  0.224 - 0.25 
 57.3  57.3
8.15 8.15
- 0.029 +1.604× +0.133×
57.3 57.3
4.3
-1.1×1×
57.3
0 - 0.72+8.15 1- 0.1535  +0.58 δe 
Putting Cmcg = 0 for trim, gives the required value of δe

0 = - 0.07 – 0.477 – 0.0121 – 0.021(-0.029 + 0.228 + 0.019 – 0.0825{6.17}

- 0.0825 x 0.58 δe

Or δe = -18.2

Remarks :
(i) The elevator deflection required to trim the airplane in landing condition with
c.g. at most forward location, is less than the desired value of 25o . Thus, this

criterion is also satisfied.

(ii) It may be pointed out that while carrying out calculations for the 60 seater
airplane, guidelines have been taken from existing airplanes. The fact that
satisfactory results have been obtained at various stages of preliminary design,
validates the present approach to preliminary design. In subsequent stages of
design, various parameters of the airplane need to be optimised and an improved
configuration obtained.

Dept. of Aerospace Engg., Indian Institute of Technology, Madras 8